always the case, especially with springs produced by the OE manufacturers for production vehicles.

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1 VALVE TRAIN About Valve Springs Valve Springs... Hardly An Open & Shut Subject! Valve springs are at least as important as any other major performance component in an engine; yet, they are probably the most misunderstood and neglected. Incorrect or worn valve springs cause conditions that are often misdiagnosed as fuel or ignition problems. When all of the fuel and ignition system components have been replaced; and the gremlins are still in the engine, chances are the valve springs are either set up at the wrong tension, worn out, or just the wrong spring for the cam profile. This last factor is often the most puzzling, yet offers the greatest chance for significant improvements in engine performance. Due to their highly stressed design (valve springs are coiled from specially heat-treated, super-clean, supersophisticated alloys of steel), valve springs have several critical characteristics that are generally called resonant frequency or natural harmonics. These are similar to those of a lead crystal goblet. By sounding a specific frequency musical note, the goblet will shatter. An undampened valve spring run at steady speed at its natural frequency will either self-destruct or lose enough of its strength and tension that it can no longer properly control the valve action. At Crane, we design springs to maximize the performance of Crane Cams. In doing so, we put the resonant frequency outside of the intended operating range of the spring. This is not always the case, especially with springs produced by the OE manufacturers for production vehicles. For years, especially before onboard computers, valve springs were used as rev-limiters to help the OE manufacturers in their efforts to minimize warranty problems caused by over-enthusiastic drivers. These springs usually had a resonant frequency located somewhere in the RPM range. When a vehicle was accelerated, the engine would rev through the low end and mid-range perfectly until the engine speed hit somewhere in the RPM range. Then it would either just stop pulling or the engine would start misfiring badly. This was typically diagnosed as a fuel or ignition problem when, in actuality, it was the factory s valve spring resonant frequency helping protect the engine. A good set of valve springs, even on an otherwise stock engine, will usually provide a significant performance improvement throughout the RPM range as well as a marked improvement in fuel economy, smoother idle, improved cold start, and better cold weather driveability. What is most important is selecting a valve spring with the correct seat pressure, open pressure, and spring rate for the camshaft in the engine. At Crane Cams, we constantly test and evaluate various cam lobe profiles vs. spring combinations, so that we can give you the right spring recommendations for your cam. However, with over 80,000 profiles in our camshaft lobe library and over 60 different valve springs in our catalog, it is impossible for us (or any company) to test every possible combination. Because of this, we offer guidelines on how to select springs for custom applications (special valve stem lengths, weights, etc.). It is in this area of the unknown or untested that the greatest opportunities exist of finding your own special combination that yields a power and performance increase beyond your competitors. What we re talking about is virtually free HP just for choosing the right springs! If you have purchased a cam (Crane or another brand), and it doesn t seem to perform to your expectations, it is quite likely a different valve spring might be able to make an improvement (It could also be a problem with pushrod stiffness and/or rocker arm geometry.) If you are pushing the envelope in any area of motorsports competition, it is necessary to constantly evaluate various combinations of engine components. Frequently, racers ignore the effects of the valve springs on the dynamics of the valvetrain. By experimenting with various valve spring combinations you will probably find the most power for your money and/or time. In addition, you just might cure that fuel system or ignition system problem you thought you had! 334

2 Valve Train Questions Valve Spring Rate and How to Use It The rate of a spring is the force necessary to compress (or deflect) the spring a specified distance. For example, if we say that a spring has a rate of 250 lbs. per inch (250#/in.), it will take 250 pounds of force to compress the spring 1 inch. Fortunately, valve springs are coil springs, and coil springs are easy to understand because they have an almost linear spring rate. In other words, if it takes 400 lbs. to compress a spring 1 inch, it only takes 100 lbs. to compress the spring.250 in., 200 lbs. to compress it.500 in., and 300 lbs. to compress it.750 in. Some people refer to spring rate as stiffness, and it is the understanding of this spring characteristic that is most important in selecting and setting up springs on an automotive cylinder head. Frequently a taller, softer spring is a better choice for a performance application than a short, stiff spring. Consider the following possibility: A vehicle owner wants to use a.520" valve lift camshaft in an application and is considering different valve springs. Spring A has an installed pressure of 125# at 1.750" installed height and has a rate of 280#/in. Spring B has an installed pressure of 115# at 1.750" installed height with a rate of 410#/in. At.520" lift, Spring A has an open pressure of 271# (this is 125# of seat pressure plus [.520" x 280#/in] = 146# from spring compression). At.520" lift, Spring B has an open pressure of 328# (this is 115# of seat pressure plus [.520" x 410#/in] = 213# from spring compression). Both of these springs would work on a street performance application requiring good performance and reliability. However, Spring A with a lower open pressure of 271# could probably be used on a cylinder head with pressed in rocker studs; while Spring B would definitely require screw in studs for adequate reliability. Spring B would probably provide better performance above 6000 RPM (especially with relatively heavy valves) because of its higher open pressure of 328#. Spring A would probably idle a little smoother with higher vacuum, especially if a high pressure oil pump or thicker oil is used. This is a result of Spring A's higher seat pressure of 125#. As you can see from the example above, there are often different springs that can offer different benefits on the same cam profile. Spring A offers good performance over a wide RPM range at a lower total valvetrain cost (this assumes that the heads were not machined for screw in studs). Spring B offers the possibility of somewhat improved performance beyond 6000 RPM. The vehicle owner needs to decide what he wants from his vehicle and what he wants to spend. In all-out racing, we frequently see the need for different springs on the same lobe profile depending on the anticipated RPM range. Frequently, circle track racers will run two different tracks with the same engine but with different rear end gearing. Often there can be as much as RPM difference in the top end engine speed between the two tracks. It is not uncommon to find that the car runs better on the track with the lower peak RPM using a spring with a lower seat pressure and softer rate. At the track where the engine runs to the higher speed, the engine needs more seat pressure and a stiffer spring rate. Every combination of engine, chassis, and track is different. Significant performance improvements can often be achieved by experimenting with valve springs. If you aren t paying attention to your springs, the guy winning most of the races probably is! FAX 335

3 Choosing Valve Springs How to Select a Valve Spring With the many choices of aftermarket cylinder heads, most with longer-than-stock length valves, the recommendation of a specific spring for a specific cam is almost impossible. It is now necessary to select the spring that will best fit the cylinder head configuration. We offer the following as general guidelines only: 1) FLAT FACED LIFTER cam/lifter applications (Street & Street/Strip) seat pressures a. Small Block: # Seat Pressure b. Big Block: # Seat Pressure (Note: Big Block applications need higher seat pressures due to their larger, heavier valves.) 2) FLAT FACED LIFTER Open pressures should not exceed 330# open pressure (sustained after spring break-in for accepable cam and lifter life. a. Open pressures should be a minimum of 220# for applications up to 4000 RPM. b. For good performance above 4000, open pressures should be at least 260# with stock weight valves. (Lightweight valves require less spring open pressure.) c. Spring open pressures over 280# can cause pressed-in studs to come loose; therefore, we recommend screw-in studs for open pressures above 280#. 3) HYDRAULIC ROLLER CAMS require higher spring seat pressures to control the heavier roller tappets and the more aggressive opening and closing rates available to roller cam profiles. a. Small Block applications: # seat pressure b. Big Block applications: # seat pressure VALVE TRAIN 4) HYDRAULIC ROLLER CAMS use higher open pressures to control the high vertical opening inertia of the heavier roller followers. a. Small Block applications need at least 260# for general driving applications up to 4000 RPM. b. Moderate performance small block applications like # open. c. Serious small block applications can tolerate #* open pressures and still expect reasonable valve train life when top quality springs, pushrods, and lubricants are used. d. Big Block applications need at least 280# for general driving applications up to 4000 RPM. e. Moderate performance big block applications like # open pressure. f. Serious big block performance applications can tolerate 450#* open pressure and still expect reasonable valve train life when top quality springs, pushrods, and lubricants are used. *Note: Open pressures in excess of 360# require the use of roller tappet bodies made of billet steel. Crane hydraulic roller and solid roller tappets are made from heat treated steel billet to withstand the stresses of high-performance use. Most stock hydraulic roller tappet bodies are made of cast iron and cannot tolerate high spring loads. 5) MECHANICAL ROLLER CAM/LIFTER Applications are generally for serious street/strip use and full competition. Most are not used in daily-drivers where day-to-day reliability is stressed. Instead, most of these cams are intended for winning performance. These cams are designed with very aggressive opening and closing rates. High seat pressures are necessary to keep the valves from bouncing when they come back to the seat. In all cases, the valve action and spring pressures required mandate the use of high-strength, one-piece valves. However, Crane does offer the SR-Series of Street Roller camshafts intended for daily usage. a. Seat Pressures are determined by valve/retainer weight, engine RPM and life expectancy of components before replacement is required. Milder roller cams require 165# on the seat as an absolute minimum # is common for most modest performance applications # is common for most serious sport categories and some circle track professional categories. Pro-Stock and Blown Alcohol/Fuel drag applications use as much as # on the seat. b. Open Pressures need to be high enough to control the valvetrain as the lifter goes over the nose of the cam. Ideally, the minimum amount of open pressure to eliminate or minimize valvetrain separation is desired. Any excess open pressure only contributes to pushrod flex, which can aggravate valvetrain separation. For serious racing applications this can be determined only by experimentation and track testing. For general guidelines we offer the following i. Street/Strip performance with long cam/lifter life desirable, # open. ii. Circle track and moderate bracket racing @ open. iii. Serious drag racing and limited distance circle track racing 600# and more. 336

4 Valve Springs VALVE TRAIN Max Net Lift w /.060 clearance Rate (lbs/in.) Application Part No. O.D I.D.1 I.D.2 Damper Seat Press. Open Press. Coil Bind Dual Valve Springs No lbs/in. Buick V-6 & Buick 350 V No lbs/in. Early Ford 2.0L SOHC & VW liquid cooled No lbs/in. LS1/LS2 Performance hydraulic roller and mechanical roller camshafts No lbs/in. LS1 Performance hydraulic roller cams No lbs/in. Nissan 4 cyl; Ford 2.3L SOHC No lbs/in. Small Block Chevy L98 and Fast Burn alum. heads w/hydraulic roller cams Yes lbs/in. Several SB Chevy, SB Ford flat tappet and hyd rlr apps. (96806 outer/96842 inner) Yes lbs/in. Various hyd rlr & flat tappet street perf. & mild bracket racing. (96806 outer/96843 inner) Yes lbs/in. SB Chevy & SB Ford hyd rlrs and flat tappet bracket racing w/long valves or tall assy hts. (96806 outer/96840 inner) No lbs/in. Hydraulic and mechanical flat faced lifter camshafts, mild hydraulic roller camshafts Yes lbs/in. BB Ford and BB Chrysler hyd rlr and flat tappet street/strip use. (96801 outer/96842 inner) No lbs/in. BB Chevy, BB Ford, BB Chrysler premium RV/ Truck Power applications. Flat tappet racing use Yes lbs/in. High perf hydraulic rollers; Sportsman flat tappet racing, moderate perf solid rollers (96801 outer/96840 inner) No lbs/in. AMC 6 cyl, Buick V-8 s, many perf cams with short assy hts requiring high lifts and moderate spring rate No lbs/in. Small diameter, low mass, all-out race, Nano- Peened, Pacaloy wire No lbs/in. Small diameter, low mass, high lift drag race, Nano-Peened, Pacaloy wire No lbs/in. Small diameter, low mass, all-out race, Nano- Peened, Pacaloy wire Yes lbs/in. BB Chevy hyd and solid flat tappet racing; BBC, BB Ford, & Ford 351/400 hyd rlr cams Yes lbs/in. BB Chevy and BB Chrysler solid street rollers or hyd rlrs w/+.050 taller inst. ht. (96807 outer/96843 inner) Yes lbs/in. Various solid rlr applications for Pro Street & bracket use (96807 outer/96844 inner) Yes lbs/in. Various Big Block hyd rlr applications Yes lbs/in. Various Big Block hyd rlr apps. Harmonics optimized for sustained high RPM marine use. Solid flat tappets with tall assembly hts Yes lbs/in. Professional roller cam race applications Electro-Polished Yes lbs/in. Various Small and Big Block roller camshafts, drag racing No lbs/in. High rate dual spring for aggressive valve train. Premium circle track, Nano-Peened, PAC enhanced wire Yes lbs/in. High rate dual spring with damper for aggressive valve train. Premium circle track, Nano-Peened, PAC enhanced wire No lbs/in. Small diameter, low mass, high lift drag race, Nano-Peened, Pacaloy wire Yes lbs/in. Drag Race & Circle Track roller cams w/ installed hts

5 Valve Springs O.D I.D.1 I.D.2 Damper Seat Press. Open Press. Coil Bind Dual Valve Springs Max Net Lift w /.060 clearance Yes lbs/in Yes lbs/in Yes lbs/in Yes lbs/in No lbs/in Yes lbs/in Yes lbs/in No lbs/in. Rate (lbs/in.) Application Part No. Professional roller cam race applications Electro-Polished Solid street rollers/bracket racing; Hi Perf big block hyd rlrs w/tall assy hts Bracket Race & Circle Track Roller Cams XHTCS Spring Professional circle track endurance, ID chamfered coils, radiused damper ends, PAC enhanced wire Bracket Race applications with hight lift / agressive valve train and RPM requirements, Pacaloy wire Drag Race roller cams with approx inst hts. XHTCS Various Big Block roller camshafts, lower lift bracket racing, PAC enhanced wire bracket racing, PAC enhanced wire Triple Valve Springs No lbs/in. bracket racing, PAC enhanced wire No lbs/in. bracket racing, Nano-Peened, PAC enhanced wire No lbs/in. bracket racing, Nano-Peened, PAC enhanced wire No lbs/in. bracket racing, PAC enhanced wire No lbs/in. Pro Drag Racing including blown alcohol & fuel No lbs/in. Pro Drag Racing including blown alcohol & fuel More Valve Train Questions What is Valve Spring Coil Bind and how does it relate to Spring Travel and Valve Lift? When the valve spring is compressed until its coils touch one another and can travel no further, it is said to be in coil bind. The catalog (pages 337 to 339) shows the approximate coil bind height for the various Crane Cams valve springs. To measure this you must install the retainer in the valve spring, then compress the spring until it coil binds. Now measure from the bottom side of the retainer to the bottom of the spring. This measurment is the coil bind height. (See Figure 1) This can be done on the cylinder head with a spring compression tool in a bench vise, or in a professional valve spring tester. Using Figure 1, subtract the coil bind height B from the valve spring installed height A. The difference C is the maximum spring travel. The spring travel is usually at least.060 greater than the full lift of the valve. This safety margin of.060 (or more) is necessary to avoid the dangers of coil bind and over-stressing the spring. If coil bind occurs, the resulting mechanical interference will severely damage the camshaft and valvetrain components. C INSTALLED HEIGHT A B COIL BIND HEIGHT Figure FAX 339

6 Valve Springs Valve Spring Spec Chart BOLD Numbers are recommended closed installed height. Spring Type Single Dual Dual Dual Dual Dual Dual Dual O.D I.D Damper No No No No No No No Yes Installed Height Coil Bind Spring Rate (lbs/in.) Max. Net. Lift Part No. * Popular Recommended Components Steel Retainers (see page 350) Titanium Retainers 7 o Titanium Retainers 10 o Spring Seats (see page 362) * Denotes Inner Spring FAX 343

7 VALVE TRAIN Valve Springs Valve Spring Spec Chart Spring Type Dual Dual Dual Dual Dual Dual Dual Dual O.D I.D Damper Yes Yes No Yes No Yes No No Installed Height Coil Bind Spring Rate (lbs/in.) Max. Net. Lift Part No Popular Recommended Components Steel Retainers (see page 350) Titanium Retainers 7 o Titanium Retainers 10 o Spring Seats (see page 362) BOLD Numbers are recommended closed installed height

8 Valve Springs Valve Spring Spec Chart BOLD Numbers are recommended closed installed height. Spring Type Dual Dual Dual Dual Dual Dual Dual Dual Dual O.D I.D Damper No No Yes Yes Yes Yes Yes Yes Yes Installed Height Coil Bind Spring Rate (lbs/in.) Max. Net. Lift Part No Popular Recommended Components Steel Retainers (see page 350) Titanium Retainers 7 o Titanium Retainers 10 o Spring Seats (see page 362) FAX 345

9 VALVE TRAIN Valve Springs Valve Spring Spec Chart Spring Type Dual Dual Dual Dual Dual Dual Dual Dual Dual O.D I.D Damper No Yes No Yes Yes Yes Yes No Yes Installed Height Coil Bind Spring Rate (lbs/in.) Max. Net. Lift Part No Popular Recommended Components Steel Retainers (see page 350) Titanium Retainers 7 o Titanium Retainers 10 o Spring Seats (see page 362) BOLD Numbers are recommended closed installed height

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